Conveyer apparatus



(No Monial.) 6 VSheets-Shea'et: 1. Gn C. BLIGKENSDERPER. GUNVEYER APPARATUS.

No. 359,957. Patented Mar. 22, 188.7.

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G. C. BLICK'ENSDBRPER.

GUNVEYER APPARATUS.

Patented Mr.. 22, 1887.

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QONVEYBB, APPARATUS.

Patented Mar. 22, 1887.

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NVEYER APPARATUS.

No. 359,957. PatentedMar. 22, 188.7.`

(No Model.) ssheets-shee 5. G. O. BLICKBNSDERFER.

CNVEYER APPARATUS. N0. 359,957. Patented Mar. 22, 1887.

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G. C. BLIGKENSDERFER. GONVBYBR APPARATUS.

No. 359,957. Patented Mar. 22, 1887.

iINiT'nn STATES Partnr Ormea.

GEORGE O. BLICKENSDERFER, OF ERIE, PENNSYLVANIA, ASSIGNOR IO THE UNITED STATES STORE SERVICE COMPANY, OF ALBANY, NEV YORK.

coNvEYcR APPARATUS.

SPECIFICATION forming part of Letters Patent NoV 359,957. dated. Ivarcli 22, 1887.

Application filed November 3, 1834.

(No model.)

To all whom it may concern:

Beit known that l, GEORGE C. BLioKnNs. DERFEB, a citizen ofthe United States, residing at Erie, in the county of Eric and State of Pennsylvania, have invented certain new and useful Improvements in Conveyor Apparatus; and I do hereby declare the following to he a full, clear, and exact description of the invention, sueltas will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to that class of conveyers in which the track is suspended or otherwise sustained in an elevated position, 3 and the car or article to he conveyed hangs pendent from a running-gear which rests upon said track, which class of conveyers includes within it what are known as store-service systems.

My invention consists in improvements in the construction of the track and its arrangement in the store or room in which it is applied; also, in improvements in the construction of the switches and means by which cars are received from the track at the stations, let down to the person in charge at the station, and elevated to the track for reshipment, and the means for reshipping or dispatching the cars on the track; also, in improvements in the construction of the cars and other details.

In the accompanying drawings the invention is shown as applied to a storeservice system, and will be so described and referred to in the following` description; but it may be applied to various other services without diniculty or any material change or modification of parts.

It is common in this class of conveyors to have two tracks graded in opposite directions one of which grades from the central station or cashiers desk to the salesmens stations, and the other grades toward the cashier-s desk from the salesmens stations-and at the several stations to have means for receiving the car from one line or track and dispatching it on the other.

The leading feature of this invention consists in having but one track which grades in one direction and starts from the central station and makes a circuit of the whole ora part of the store, as desired, and returns to the central station, and in providing at each station in the circuit means for receiving cars destined to it from the track and reshipping them upon it without interfering with the pas- 55 sage of cars destined to other stations.

The accompanying drawings illustrate my invention, as follows:

Figure 1 is a diagram showing the arrangement of track-circuits, stations, and cashiers 6c desk in a large store. Fig. 2 is a perspective view of one of the stations, showing a car as just received. Fig. 3 illustrates the action of the elevator as it starts to descend and carry the car down to thecounter. Fig. 4 shows 65 the elevator down. Fig. 5 shows the elevator drawn up to the full extent and in the position it occupies when dispatching a car. Fig.

6 is an end view of a car entering a station, the track'A" being in section on the line x x 7o in Fig. 5, the direction of vision being shown by the arrow. Fig. 7 is a perspective viewof the parts as seen in Fig. 6. Fig. S is a perspective view, and shows a curve or corner on the line of track, and on the right of the figure 75 the terminus ot the line at the cashiers desk. Fig. 9 is an end view cfa car as it is running upon a curve, and shows the arrangement ot' the curve fender-bark". Fig. 10 is a top View of a terminus curve at the cashier-s desk. Fig. 8c l1 is a side elevation of the parts shown in Fig. 10. Fig. 12 is a side elevation of the runninggear of a car. Fig. 13 is au end elevation of the parts shown in Fig. l2; Fig. 14, a View, part elevation and part section, of one 85 of the wall-anchors by which the track-line is supported at the angles and ends. Fig. 15 is a top view of one of the curve-track-supporting irons. Fig. 16 is a side view of the same.

In the drawings, A marks the main tracks, 9o which in Fig. 1 grade in the direction of the arrows, and are arranged in three separate circuits.

A marks the receiving switch-track at the stations, and A2 the dispatching switch-track. 95 B marks the vertical guide-har 6r track of the elevator.

B marks a fixed arm on the har B, by which the receiving switch-track A is supported at its inner end. roo

C marks a sliding block which moves on the bar B.

C marks an arm which is pivoted to the block` C and connected with the discharging switch-track A, which is pivoted at its outer end at to* to the archfiron A, so as to allow of vertical. movement, so that as the block C is moved up or down the grade of the switchtrack Az is changed.

D D mark the elevator-frame, of which D is a slide on the bar B, and D is an arm which supports a section of track, D?, on which the cars are received from the switch-track A, as`

- ferred to in proper place in the following description.

I havestated above that the leading feature of this invention consists in the use of a single track arranged in a circuit and means for receiving and dischargi-ng cars from said track at each of the stations.

In Fig. 1 I illustrate by diagram a system of said circuitous tracks and such an arrangement or disposition thereof as to afford com` munication'to all parts of a large store. The store shown is a double-aisle store, and the central station or cashiers desk is placed at one end.

The forms of stores and their arrangement are so various that it would be impracticable for me to illustrate the arrangement necessary for all; but from the diagram it can be understood how by a proper arrangement of circuit all forms and designs'of stores can besupplied with service. For example, if a store has but one aisle, and it is not too long, a single circuit like circuit l in aisle l will afford service to all parts. If it is too long to use one circuitwithout two much time being consumed in cars making a run of the circuit, lthen the A cashiers desk may be located midway in the store, and two circuits-one running each way If on one from it-wil1 afford proper service. ofthese clrcuits there is so much business done that the line will be overcrowded, a short circuit may be added to receive part of the traffic.

other end, and both circuits run to the cashiers desk at one end. Such an arrangement as this will be found desirable where the arrangement With such a condition of affairs the service in This is shown in aisle 2, where circuit l 2 serves one `end of the aisle and circuit 3 the the space occupied by circuit 3v should be more rapid than in the other space, and bythe use of the short circuit it would be made twice `asrapid as where one circuit alone is used; and ifthe grade ofthe short circuit is made greater than the long circuit, which canbe the casefif the character of the article is such that the cars will not be heavily 1oaded,the rapidity lofi service may be increased still more for that space.

The advantages of the one-line circuit sys-` tems over the former do uble-line direct systems are numerous, among them being cheapness of` construction, less incumbrance of store-space,

simplicity of action, and :fewer converging tracks at the central; station, and hence less difdculty in attending to the reception `and dispatch of cars and less liability of confusion? and misdirection of cars at that station. While it will appear at first thought that a given number of stations arranged on oppo` cuit which takes in all of the stations, asa

matter of fact, in actual practice there is veryV little, if any, difference, and the advantages in` thestations, let down to the attendant, and:

raised up again to and dispatched on the track. To operate properly, and at allftimes leave the main track open for the passage of cars not destined to thestatiou, these means should consist of areceiving switch-track, a discharging switch-track, and an elevator device; but l where the service is such or the position of the track is such that it is not required that the Y ears be lowered to the attendant at the station,

of course the elevator device may be omitted.` The construction, adjustment, and `method of operation of the elements above named may ofcourse bevaried greatly and effect the desired results without materially changing theessential features. l

It would be 4impracticable `for `me to illus-il trate all the modified constructions which` would embodysaid essentiali elements and`l functions which may be made practicable; but I have shown a construction which is entirely sufficient for the purposes named and fullyY embodies my invention.

Figs. 2, 3, 1, and 5 illustrate the construc-` tion and operation of the station appliances.

A is the main track, and is shown as gradedy A is the incomingor 1re- This has its inner endV from left to right. ceiving-switch track.

firmly secured to the arm Bf', and its point is fixed to an arch-piece like A3. (Not seen.)

A2 is the outgoing or dispatchingswitch track; andis pivoted to the arch-pieceAs at a?, and is fixed to an arm, C', whichis pivoted to the slide C. These switches are arranged below the track and intended for ears with trippingwheels, such as is shown in Letters Patent issued to nie September 23, 1884; but I do not wish to be understood as thereby implying that my presentinvention isli mit-ed in its scope to the use oi' such cars, 'for the construction can be modified to adapt it to other forms of switches and cars. vater-frame is a section of track, D2.

Fig. 2 shows t-he elevator-framein such aposition as to bring the track-section D2 in line with the switch A', and the illustration shows a car as it is received by the elevator. E is a drawbar,which passes through the track section or bar D2, and serves as astop to stop the car in the position shown. The bar or track D2, it should be remembered, is set at an ineline about the saine as the track-grade. 'On

the arm B there is pivoted a stop, B2 B,which, when not depressed by thc elevatorbar D2, keeps in the position shown in Fig. 4, and serves to stop the car on the track A. This stop is formed of two parts, B2 and B, both hung on the saine pivot, bt, and the arrangement is such that the part B3 can be raised independent ot' the part B2, but when depressed it moves the part BZ with it. The object of this is to allow the elevator-bar to pass up into the position shown in 5. The bar Dz has a rule-joint at d, which allows it to be raised, as seen in Fig. 3, so it can go down past the stops B2 B3 into the position shown in Fig. 4. On the back of the arm B is a catch-lug, Bt, and on the elevator-slide D there is a catchbar, D, kept in place by a spring, d3. This catch-bar engages with the catch-lug B* and holds the elevor in the position shown in Fig. 2, which, as bel'ore stated, is the position for receiving cars from theswitch-track A. YVhen the parts are in this position, it will be seen that it holds the stop B2 depressed, so a car can run onto theswitch. After a car'is received it must be lowered down tothe count-er. To do this the attendant draws with the cord G against the catch-lever D3 and throws it off *the catch B4, and this allows the elevator to descend, and as it does so the bar D2 bends at its joint d and slips off the stop BZ B, as seen in Fig. 3. Fig. 4 shows the elevator down. After the ear has been refilled and is to be dispatched the elevator is drawn up. As it passes up the catch-bar D slips over the catchlug B", and the end or" the bar D2 lifts the part B ot' the stop B2 Pf= and passes by it, and the elevator-'trame abuts against `the slide-block C and carries it up along with it, and the parts are brought into the position shown in Fig. 5.

On the bleek C is a lever, C3, which has the general form of a bell-crank lever. As the elevator goes up the long end ot' the lever C3 passes back of the bent outer end ofthe drawbar E, and when the parts reach the position shown in Fig. 5 the short end of the lever C: is brought in contact with and depressed by the stop-block C", and this action throws out the lower cndof the lever and draws back the draw-bar. This action releases the-car, and

noli" or" the end ot' the switch AZ.

On the arm D of the eleit runs oli the bar DZ onto the switch-track A, and its upper wheels are guided by the guides c o on the arch-piece A", so that they come upon the track A as the lower wheels, H2, run

The switchtrack A2, when in the position shown in Fig. 5, is quite steep, and the ear passes off it Y quickly onto the main track. When the car has passed ott" onto the main line, the elevator is lowered into the position shown in Fig. 2. Then the elevator is thus lowered, the slideblock C drops down the length of the suspendingrod c, which moves in a hole in the stopblock C?. As soon as the elevator moves down the-draw-bar E is released from the lever C3, and is reacted by a spring, E', so that it` is in position to serve as a stop. Wrhen the slideblock C is down in the position shown in Figs. 2 and 4, the track A2 is out of the way of cars passing on the mainline. This pivoted switchtrack A2, I use for dispatching cars in systems where oppositely-gradcd tracks are used, and

shall illustrate such use in an application to be tiled by me at a-future date. lt is a very important feature, and I do not wish to be understood as here limiting its use to a one-line circuit system.

Figs. 6 and 7 show a car passing along ythe track A. These figures, together with Figs. l() and 11, illustrate a braking device for checking the speed of the car before it runs onto the elevator or is stopped by the stop B2 B3, and in Figs. 10 and 1l the device serves to gradually stop the car as it runs into the cent-ral sta-tion. It consists of a rave, F, along the side oi' the track and below it, where it will come in contact with a projection, F or F2, on the car-frame, as the case may be. (On the switches it is the projection F which is employed, and in entering the central station it is the projection F2.) At the switches the rave is so placed as to just clear the projection F when the car is standing perfectly still, as seen in Fig. 6, and as a car which is moving rapidly, and especially one which has just turned onto a side switch, has a more or less vibratory movement, the rave and the projection will come in contact and produce friction suflicient to check the speed of the car, but not entirely stop it, so that it will pass onto the elevator slowly. At the central station, as shown in Figs. l() and 1l, the rave is so arranged as to at first strike the projection F2, as the car swings, and finally to fully engage it, thus ii rst checking the speed of the car and then fully stopping it. Figs. 10 and 1l show a curved track, A, for carrying the cars off the wire line A into the station. This construction is sometimes made necessary by the surroundings. At the right of Fig. another form of car-stopping device is shown. It con,`

sists of the wire K, arranged below the track A in such a position as to wedge in between the wheels H and HL as the ear approaches the post P, and thus stop the ear and hold it from rebounding.

At the left of Fig. S and in Fig. 9 l illus- ICO IIC

trate the construction and operation of a curve guard or fender. As cars pass around curves they have imparted to them a swinging motion, by reason of the centrifugal force generated by their passage around the curve, andiif the cars are loaded heavily or run rapidly this vibratory motion will be so great as to give an unsteady action to the car, and also impart a vibratory action to the whole line of track, especiallywhen the track is formed of ataut wire. To prevent this action I attach to the outside of the eurvetrack .A4 by hangers a5 a fender or guard-rail, A5, and on the cars I put friction-rollers H5 Il, which will bear against the rave A5 as the car runs around the curve and prevent it swinging beyond its center of gravity by the centrifugal action. The result of this device is that the cars move off on the main line after passing a curve without swinging and run true and steady.

In erecting and supporting a track made of a taut wire it is necessary to use guys at the angles, and where these guys have to be connected with the Wall of a brick or stone building an anchor device is required. In Fig. 14 I show the construction ot' the anchor I use. It is also seen in Fig. 8, and marked with the letter L. It consists of a ring, (or hook, il' desired,) Z, and wall-plate Z, which I show to be one piece of metal, a tube, Z2, wings Z3, bolt Z", and expanding head Z5. The bolt is screwthreadedion its outer end, and the Wall-plate and hook or ring screw onto the bolt. The wings Z5 are connected with the inner end lof the tube by hooks, and the expanding head is a part of the boltl, and as the bolt is drawn into theituoe by the turning of the nut (which is the ring and Wallplate) the Wings are expanded. The device is applied by drilling a hole into the Wall, inserting the device, as shown in Fig. lst, and turning the nut until the Wings are expanded, so as to firmly hold the anchor in the wall.

In place of the ring and wall-plate serving as a nut, a separate not inay be used, in which ease the wall-plate will serve as a Washer back of the nut, 0r the ring and Wall-plate may be separate pieces, the former serving as a nut and the latter as a washer. At points on the line Where curve-tracks spring from it there is an attaching-iron connected with the wire track A, by means of which the curve-track bars are secured. This device is shown in de tail in Figs. l5 and 16, of which the former is a top and the latter aside view. It is marked by the letter I, and consists of a casting having an eye at each end and a seat for the end of the curve-bar A and screw-holes i il for securing the curve-bar to it. The track A has its end bent and screw-threaded, and it is inserted through the eye t' nearest the curve-bar seat, and a nut, N, secures it.

It is of course not essential that a nut be used on the end of the track A, for it may be4 secured in place by clinching or otherwise; `but its end cannot be wrapped over, as is the guyline at the other end of the iron I, for that would interfere with the Ypassage of the cars. This iron serves thesame purposeas one shown and claimed in Letters Patent of the United States No. 295,478, issued to myself and H." Smith; but its constructionis different, as in that case the wire track `is not broken,but passes through the iron.` The car used is substantiallythe sameA as shown in a patent granted to me September 23,1884, and I need here only describe such improvements as I here make inits construction. These are illustratediinFigs. l2 and I3. These` improvements relate to the construction and adjustment of the means for tripping theiupper Wheels. The upper ormaintrack Wheels are on Tshaped frame-piece H5, which slides upon the standard H* of the car-frame. It is i moved up whenithe wheels areitripped, as the car passes upon a switch, by a spring, H5, and it is held down by a catch triggeryT, which is pivoted on a pin, h", which extends from the standard H41 through aslotin the slide H5, and catches upon a pin,ih5, which extends from said slide. The catch-trigger is reacted by a spring and is disengaged by the lever T coming in contact with an arm at thesWitch-points, as described in said former patent. The le'- ver T is made adjustable as to height, and is secured at any height by a binding-screw, t.` The lever T is provided with an index or mark, and on the faceofthe slideH5, back of it, is a scale, S, on which `are the numbers of` the stations on the line. The arms at the switch-points against which the trigger-lever strikes to spring the trigger are `tixediat regu-` lar graded heights, tol correspond with the VIIOO i spaces of the scale S, and lthus the trigger of i any car can be quickly adjusted so that said carwill be switched at any desired station. The scale S might be on the lever T as 'well as on the face ot' the slide H5. This arrangement is very convenient and will be of great utility in conveyer systems Where the same car is sent to different stations-nsuch, for example, as hay7 coal, orslaughter-house conveyers. It will also be usefuly in store-service systems, as by it ext-ra cars can be kept at the cashiers desk, which can be thrown into use for any` station, if desired.

It oftenloccurs that cars run against each other, and .it is therefore desirable that they be provided With buffers.

' In Figs. 5, 6, 7, 9, and ll there will beobserved at the ends of the car-frames a bent metallic plate, J. When two cars run together, th ese plates receive the shock and serve as buffers, and prevent the car bodies oriframes i hitting against each other.

Vhat I claim as new is- 1. In a eonveyer apparatus, the combinai tion, substantially as setforth, of a main lor central station, a series of `Way or local sta-z tions, a circuit of track grading from the main' station past all the way-stations and back to i the `main station, a car-elevator at each of said way-stations, and shunts `or switches which receive cars from the track-circuit and convey them to the elevator, and which also dispatch them upon the said track-circuit.

2. In a conveyer apparatus, the combination, substantially as set orth, of a main or central station, a series of way-stations, a circuit of track which grades from the central station past all the way-stations and back to the main station, a car-elevator at each of said way-stations, a switch or shunt at eachV way-station which leads from the track-circuit to the elevator and back to the track from the elevator, which switches have their points in a substantially vertical plane with the main track, and, finally, ears which are provided with two sets of wheels, one for action on the main track and the other for action on the switch-tracks and elevators.

3. A conveyer apparatus comprising, substantiallyas set forth,a main or central station, two or more track-circuits which grade from said niain station and back to it and are of differing lengths, the shorter of which traverse part of the space traversed by the longer, and each connects with a separate series of way-stations, and shunts or switches on each of said circuits at each of the stations thereon for receiving cars from and dispatching thein upon the said continuous main line.

4. In aconveyer apparatus, the combination, substantially as herein set forth, of a continuous main track, a switch or shunt track leading from said main track, a section of vertically-inovabletrack to receive cars from the said shunt track, and a second shunt track which leads back to the main track and receives cars from saidvertically-movable tracksection when it is elevated and conducts them onto the said continuous main track.

5. In a conveyer apparatus, the combination, substantially as set forth, of acontinuous main track, ears provided with two sets of wheels, one for use on said main track and the other on the shunt or switch tracks, a receiving switch or shunt track which is placed so as to engage the said switch-wheels and conduct the cars away from the main track, a section of vertically-movable track to receive cars from said receiving switch track, and a second switch-track which receives cars from said vertically-movable track -sect-ion when elevated and conducts them to and replaces them with their main wheels upon said continuous main track.

6. In a conveyer apparatus, the combination,

' substantially as set forth, of a continuous main track, cars provided with two sets of wheels, one for use on the main track and the other on the switch-tracks, which sets of wheels are arranged one aboveV the other, a receiving switch or shunt track which has its point arranged in a substantially vertical plane with the main track and in position to engage the switch-wheels of the car and conduct the cars away from the main track, a section of vertically-movable track to receive cars from the said receiving switch track, and a second switch-track which will receive cars from the said verticallymovable track-section when elevated and conduct them to and replace them with their main wheels upon said continuous main track. l

7. ln a Aconveyer apparatus, the combination, substantially as set forth, 0E a mainline of track, a shunt or switch track leading from said main track, a vertically-movable tracksection for receiving cars from said shunttrack, and a second shunt-track which leads back to the main track, and is pivoted at its point and vertically movable at its inner end with the said vertically-movabletrack-section, and which will receive cars from said tracksection when it is elevated and conduct them to the main track.

8. In a conveyer apparatus, the combination, substantially as set forth, of a main track, a switch -track leading from the main track to an elevator, an elevator having thereon a section of track which receives cars from the switch-track, and a second switch-track which leads from the elevator tothe main track, and is pivoted at its point and movable vertically at its inner end by the action ot the elevator, and receives cars from the elevator and conducts them to the main t `ack.

9. In a conveyer apparatus, the combination, substantially as set forth, of a main track, a switch-track leading from the main track to an elevator, an elevator which is provided with a section of track on which cars are received from the said switch-track and by which the said car can be let down to the attendant, a second switch-track which conducts ears from the elevator to the niain track and is pivoted at its point, so as to allow of vertical movement at its inner end, and a verticallymovable slide which is connected with the inner end of the said last-named switch and is moved vertically by the action of the elevater.

10. ln a conveyer apparatus, the combination, substantially as described, of a main track which grades from a central station past a series of way-stations and returns to the said central station, an elevator at each station which slides on a vertical way and carries a section oftrack on an arm,a receiving switchtrack which conducts cars from the main track onto the track-section on the elevator, and a dispatching-switch which conducts cars from the said track-section on the elevator back to and replaces them upon said continuous nia-in track.

11. ln a conveyor apparatus, the combination, substantiallyr as set forth, of a main track which forms a circuit which includes within it a series of stations, an elevator at each of said stations which slides on a vertical way and carries a section of track on an arm, a receiving switch-track which conduct-s cars from the main track onto the track-section on the elevator, a vertically-moving slide on vtheelevatorway which is moved by contact with the' elevator, and a dispatching-switch which is pivoted at its point and is pivotally connected IOO I IO

with and moved vertically by the said slide at its inner end, so as to change its grade.

12. In a conveyer apparatus, the combination, substantially as set forth, of the main track` A, the receiving-switch A', the dispatching-switch A2, the switch-point support A, the pivot a2, the guides a a, the vertical slide Way B, the switch-supporting arm or bracket B', the slide C, the pivoted switchsupporting arm C', the elevator-slide D, with arm D', the track-section D2, supported by said arm, and the car H, With main-track Wheels H' and switch-track Wheels H2.

131. In a conveyer apparatus, the combination, substantially as set forth, of the main track A, the receiving-switch A', the automatic ear-stop B2 B, the supporting-arm B', the elevator-guideway B, the catch-lug B, the elevator-frame D D', the track-section D2, securedito the elevator and jointed at d, the catch-lever D, the elevator-cord G, the slideblock C, the stop-block C2, the pivoted' switch supporting arm C', the dispatchingswitch A2, pivoted at a2, the Switch-supporting arch A, the guides a a, and the car H, vwith Wheels H' H' and H2 H2'.

14. In a conveyer apparatus, the combination, substantially as set forth, of the main track `A, the receiving switch-track A', the automatic car-stop B2 B3, the switch-support-` ing arm B', the catching B, the guide-bar B, the elevator-frame D D', the car-receiving track-section D2, jointed `at d, the catch-bar D3, the elevatorcord G, the draw-bar stop E, the sliding block C, the draw-bar-moving lever C3, the stop-block C2, the pivoted switchsupporting arm C', the dispatching switchtrack A2, pivotcd at a2, the switch-supporting arch A3, the guides a a, and the car H, with wheels H' H' and H2 H2.

15. In a conveyer apparatus, the combination, substantially as set forth, of a main track, a car-elevator by the side of said niain track, a car-supporting track-section on said elevator,

and a dispatching-switch which is pivoted 16. In a conveyer apparatus, the combination of the main track A, the pivoted switchtrack A2, andY the guides a a, arranged to operate together, substantially as and for the purposes set forth.

17. In a conveyer apparatus, the combination of the switch-track A', the double stop-1 the speed of or entirely stop the car by fric` tional action.

19. In a conveyer apparatus, the combina-` tion, substantially as set forth, ofa suspended track or way having curves therein, acar with its trolley on said track andits receptacle hanging pendent below it, guide-raves adj usted in conformity to saidtrack at its curves, and friction-rollers on said car in position to act on said raves and prevent the car-body or receptacle from swinging out centrifugallyV as the car passes around said curves.

20. In a conveyer apparatus, the combina` tion, substantially as set forth, of the main trackhaving the curved track-bar A", the` hangers a5, theguide-rave A5, and the ear H, having friction-rollers H 21. In a conveyer apparatus, the combination, with the track A and cars H, having Wheels H' and H2, of the Wire K, arranged belenT the track and inclined, asl shown, so as to Wedge in between the said upper and lower Wheels and stop the movement ofthe car.

22. In a conveyer-apparatus track, the co1nbination of the track-Wire A, having` curved track A4, and the curve-track seat-iron I, hav-` ing eyes at each end for attaching the track- Wire and the f guy-wire, and a seat for the curve-track.

23. In a conveyer-apparatus car, the coni` bination, with the tripping-wheels and the sliding frame-piece On which they are journaled, of an adjustable catch-trigger, and a scale showing the station-numbers by `which to gage the adjustment of said trigger, sub# stantially as and for the purposes set forth.

In testimony whereof I affix my signature in presence of two witnesses.

GEO. C. BLIGKENSDERFER.` 

